Control valve for hydraulic changespeed devices



April 11, 1939 A. KEQGRESSE CONTROL VALVE FOR HYDRAULIC CHANGE-SPEED DEVICES Filed May 27, 1957 2 Sheets-Sheet l I J/zv-enlar A K E G R ESS E v 0 W F$TY$ V A. KEGYRESSE April 11; 1939.

CONTROL VALVE FOR HYDRAULIC CHANGE-SPEED DEVICES 2 Sheets-Sheet 2 Filed May 274, 1957 i E Q E- I lljllil'efllbl A. KEGRESSE W"M %Y&

Patented Apr. 11, 1939 PATENT OFFICE CONTROL VALVE FOR HYDRAULIC CHANGE- SPEED DEVICES Adolphe Kgresse, Paris, France Application May 27, 1937, Serial No. 145,142 In France June10, 1936 8 Claims. This invention relates to pressure control valve apparatus for hydraulic change-speed gears.

A hydraulic variable speed automatic transmission for automobiles and otheruses must for practical purposes be not only automatic at any instant but also be capable of being subjected to the will of'the driver, that is to say, that it must be possible by a single simple manipulation to preserve indefinitely any speed and this whatever may be the runningspeed of the motor. It is also necessary. to be able to vary at any moment if desired the automaticity of the system and even to a certain extent to make this The present invention relates more particularly to a pressure control valve apparatus for automatic variable speed transmissions as are used in automobiles. It can also be applied to all automatic transmissions, controlled or otherwise, of the same character, employed in industry.

The control valve apparatus described below ,constructed according to the invention responds tc the above requirements. To attain the object, this apparatus controls automatically or by hand, the pressure and the delivery of the fluid employed as the hydraulic medium.

The apparatus is composed of two parts: a manual control device arranged within reach of the drivers hand and a pressure control valve operated by the former, and which may be carried out in various forms. The example here given constitutes a simple design of this apparatus. In the annexed drawings:

Figure 1 is an elevation and partial section of the hand control device.

' Figure 2 shows in plan, thesame device. 5 Figure 3 shows in sectional elevation an example of thepressure control valve.

Figure 4 is a section on the line A-B of Figure 3.

Figure 5 shows in section a rotating sleeve valve in the mechanism of Fig. 3.

Figure 6 shows in section a fixed sleeve valve in the mechanism of Fig. 3.

Figure 7 represents the developed interior of the valve of Figure 5.

Figure 8 shows the developed exterior of the fixed sleeve valve of Figure 6, and, arranged in dotted lines on it, the valve of Figure '7, in the position of first speed. 1

Figure 9 represents developed the relative position of the valves ofFigures 6 and '7 in the posi- 5 tion of second speed.

Figure 10 is a corresponding view in third speed.

The hand control, represented by Figures 1 and 2, resembles certain controls used in auto- 1 mobiles. It is here shown fixed to the steering column I below the wheel 2. It could also be arranged at any other position provided that it is within convenient reach of the drivers hand.

This system of control comprises, as known, a handle 3 permanently fixed on a vertical shaft 4 (here tubular) capab'e of rotating in a collar 5 fixed on the steering column. The handle is covered by a fixed sector 6 carrying the operat- 20 ing indications. The extremity of the tubular shaft 4 opposite to the handle 3 has a small lever I connected by hinged link to the lever B of the pressure control valve.

The latter is composed of a body 9 in which 25 H is mounted with slight friction a rotating sleeve valve ill, shown separately in section by Figure 5, and the outer extremity of which carries a tail piece ll carrying the control lever 8.

This rotating sleeve valve l0 forms, between 30 its outer surface anclthe interior surface of the body 9, a chamber l2 communicating by a bypass outlet IS with a fluid reservoir, which may be the casing itself of the variable speed transmission.

This same rotating valve l0 furthermore receives internally a fixed sleeve valve l4 shown separately in section by Figure 6 and which is secured permanently in the body 9. In the in- I terior of the fixed sleeve valve l4 moves a piston 40 is of special form which comprises at one oi its extrei'nities a groove l6, communicating with the interior of. the piston by a series of holes Q1. The piston I5 is held in position of rest against a stop l8 by a helical spring l9. 45

On the end of the sleeve valve I4 opposite to the piston l5 there is arranged a valve 20 kept on its seat by a helical spring 2|. This valve 20 can place the chamber 22, formed by the space existing inside the fixed sleeve valve l4, between 59 the piston l5 and the valve 20, in communication with a discharge opening 23, communicating, like the orifice l3, with the fiuld reservoir, which may be, as has 'beenseen, the casing itself of the change speed gear.

The fluid enters the control valve casing through the inlet 24 and leaves through the discharge passage 25 which is connected to the hydraulic tron.

A locking device it, constituted by a spring finger or suitable spring-pressed plunger engages in notches 21 provided on a part 28 fast on the rotating sleeve valve It, the first of which notches corresponds to the stop" position, the others each to a speed position, and the smooth part 35 to automatic running. A spring 28 forces the locking plunger 23 into the notches 21.

The rotating sleeve valve It has ports 30 which cooperate with other ports of the same dimensions 3|, provided on the fixed sleeve valve ll.

The rotating sleeve ID has also a large rectangular opening 32 and the fixed sleeve i4 is provided with two openings 33 and 34 of special shape and arrangement.

The operation is as follows:

When the control handle 3 is at stop, the apparatus is regulated so that the rotating sleeve valve It has its openings 30 opposite openings H of the fixed sleeve valve, as shown by Figure 3. In this position the fiuid under pressure, entering through .the inlet 24, penetrates into the chamber 22,'passes from there through the large ports 3| and 30 and then into the annular chamber i2, finally leaving through the by-pass outlet The ports II and 30 and the by-pass outlet l3 have such dimensions that they amply ensure the free discharge from the pump so that no em- ,cient pressure is produced in the transmission tion. The handle 3 will be kept in its position by the locking device 26 as clearly shown by Figure 4.

If now the handle 3 is brought on to the point marked l (1st speed) on the sector 6, the locking plunger 26 will drop into the first of the notches 21 and will hold the rotating sleeve valve ll stationary with respect to the fixed sleeve valve II, at the position shown developed by Figure 8, in which the sleeve III is represented dotted.

It will then be seen that the ports 30 of the rotating sleeve iii no longer uncover the ports 3i of the fixed sleeve II. On the otherhand the large opening 32 of the sleeve l uncovers the ports 33 and 34 of the fixed sleeve H. The latter are however closed by the movable piston ii. The fluid under pressure entering the chamber 22 through inlet 24 has no longerany possibility of outflow except at the delivery passage ll which carries it to the members which it op- These members being sufilciently tightly sealed, the pressure will rise to the point of displacing the piston it, at the'same time compressing the spring ID.

The channel It of the piston It will uncover the port 33 through which the fluid under pressure will escape into the chamber l3 and the by-pass outlet i3. The pressure will therefore be restricted and will not be able to exceed the value permitted by the tension of the spring II, it being understood that the port 33 will have a suflicient area to take the outputof the pump at the pressure -thus obtained. This pressure paratus, will correspond to a first speed provided j by this apparatus.

aasaaao By bringing the handle 3 to the position marked 2' (2nd speed) on the sector 8, the third notch 21 will be brought under the locking pin 26. The rotating sleeve I I) will then take up with respect to the fixed sleeve I4, the position shown developed on Figure 9. In this position the ports 30 move further away from the ports 3| and the large opening 3: of the rotating sleeve ill will only uncover partially the port 33 of the fixed sleeve I l but will still entirely uncover the port 34 of this same sleeve.

In this position and as in the previous case, the pressure will displace the piston it until the channel [8 of this piston uncovers the portion of port 33 which is exposed to port 32. But as the section uncovered of the port 33 is reduced it follows that the piston will only stop temporarily on this port since the output of the pump being greater than can be delivered by the part of the port 33 uncovered, the pressure will continue to rise, the spring ID will be compressed more and the piston l continuing its movement will entirely close the port 33, to then uncover the port 34 of the fixed sleeve ll, the output of which will be sufilcient to take the output of the pump.

As will be seen the pressure of the fiuid will be higher in the chamber 22 at this position of the piston Ii, and, consequently, in the conduit 25 than in the preceding position, and will thus permit of obtaining a second speed with the variable speed transmission apparatus.

By continuing to act on the handle 3 this is brought into the position marked 3' (3rd speed), which position will correspond, for the rotating sleeve in and the fixed sleeve I4, to Figure 10 in which it will benoted that only the ports 33 and 34 remain uncovered to a somewhat small amount. Following the preceding reasoning it will be seen that the output of the uncovered partof each of the ports and 34 being insufficient to take the complete output of the pump 'at a certain speed of the motor, the pres: sure will increase. The piston IE will be held at the end of its stroke after having passed the uncovered part of the port 34. The fluid will no longer have any possible outflow, its pressure will rise rapidly until the valve 20 (Fig. 3) held hitherto on'its seat by the spiral spring 2 i, opens in its turn to allow the passage, through the orifice 23 of the excess output. Naturally the spring 2| is so adjusted that it will only come into operation after the piston i5 has reached the end of its stroke. At this instant there is attained the maximum pressure arranged for the apthe rotating sleeve ili into a position intermediate'between the position of Figure 10 and that in which the apertures 33 and 34 would be en tirely closed. a

It will be understood that according to the value or amount of thesection uncovered of the ports 33 and 34 the pressure of the fiuid will remain for a greater or shorter time at the amounts permitted bythe delivery of the fiuid through these sections. Each pressure resulting from the delivery through'the ports 33 and 34 will give a perfectly definite speed in such manner that the variable speed tron will operate for a longer or shorter time on one of these speeds,

-according to the amount of the delivery through the various speeds will be obtained automaticallyby the time the channel of the piston l5 remains opposite the uncovered part of the ports 33 and 34 the longer the time of operation on each speed will be:

It will also be noted that, whatever may be the position of the handle 3, the working wil always be automatic, that is to say, that if the handle is placed for example, on the 2nd speed it will not be possible to exceed this, but the operation of the machine, from the Stop to this 2nd speed will none the less be automatic, that is to say that,

as soon'as the speed of the motor drops below a certain rate no longer ensuring a sufficient, delivery of fluid, the pressure will fall. The spring l9 then expanding will bring the channel I B of the piston l5 opposite the port 33 which regulates the first speed.

If the speed of the motor still drops, the pressure will fall still more until it becomes insufiicient to ensure the working, even at the first speed. The machine will then stop.

If instead of decreasing, the speed of the motor increases, the handle 3 being still at the position 2nd, the output of the pump will also increase and will cause the pressure to again rise, which, passing through the 1st speed (the uncovered part of the orifice 33 of whichwill become insuflicient) will attain the value'correspondlng to the second 'speed, which it will not be able to exceed as long as the position of the handle 3 will remain on the figure 2nd.

It will be the same for the positions of the handle on the 1st and the 3rd speed.

If the handle is placed at Automatic" and it is desired to pass forexample to the second speed, it will be sufiicient to bring the handle to the figure 2nd. The sleeve valve lllwill then take up the position of Figure 9. The channel I 6 of the piston l5 willthen be opposite the centre part of the port 34 which will have for eflectto cause the pressure to instantly drop and bring it to the equivalent'oi running at the second speed. N

If new the handle 3 being placed at' the bottom on Automatic" and that, in consequence of an obligatory slowing down provided for in anticipation, it is desired to again start, after this slowing down, in a more rapid, manner, it will be suflicient to move the handle on to thefigure 2nd (or the figure 1st according to circum stances).' During'the slowing down the pressure will ialland will be stabilized, if the speed of to the object stated in the introduction, that is,

that-by the simple manipulation of a handle it The greater the section of this part uncovered is possible to obtain either the stopping, or some one of the speeds, or automatic operation with variable automaticity at the will of the driver, or again pre-selectivity. I

Naturally the apparatus may be constructed for any number of speeds.

I claim l. A pressure control valve for hydraulic change speed gears, comprising a casing having an inlet, a delivery passage. to the change speed gear, and a lay-pass outlet'for thehydraulic medium; a ported sleeve valve. in said casing controlling the by-pass outlet, said sleeve being totatable manually to a plurality of operating positions; a fixed porte'd sleeve valve cooperating with the ports of the rotatable sleeve valve; and a ported piston slidable relatively to the sleeve valves and movable by the pressure medium to connect said inlet to ports of the sleeve valves communicating with said by-pass outlet and presenting passages of difierent area to the flow throughthe by-pass outlet according to the position of the rotatable sleeve.

2. A pressure control valve according to claim 1, in which the fixed sleeve valve is arranged concentrically inside the rotatable sleeve valve and the piston is slidable inside the fixed sleeve valve.

valve for hydrauliccommunicating with said by-pass outlet and presenting passages of different area to the fiow through the by-pass outlet according to the position of the rotatable sleeve; and a spring-opposing movement -of the piston by the pressure medium.

v 4. A pressure control valve for hydraulic change speed gears, comprising a casing having an inlet, a delivery passage to the change speed gear, and a by-pass outlet for the hydraulic medium; a ported sleeve valve in said casing con-v trolling the by-pass outlet, said sleeve being rotatable manually to a. plurality of operating positions; a fixed ported sleeve valve cooperating with the ports of the rotatable sleeve valve; a ported piston slidable relatively to the sleev'evalves and movable by the pressure medium to connect said inlet toports of the sleeve valves communicat ing with said by-pass outlet and presenting passages of different area to the flow through the by-pass outlet according to the position of the rotatable sleeve; and a valve in said casing normally preventing flow of the medium from the inlet to an auxiliary outlet opening in said casing, said valve being springloaded to open at a deter- I mined pressure.

5. A pressure control valve for hydraulic change speed gea'rs, comprising a casing having an inlet, a delivery passage to the change speed gear, anda by-pass outletior the hydraulic medium; a ported sleeve valve in said casing controlling the by-pass outlet, said-sleeve being rotatable manually to a plurality of operating positions; a fixed ported-sleeve valve cooperating with the ports of the rotatable sleeve valve; a ported piston slidable relatively to the sleeve valves and movable by the pressure medium to connect said inlet to ports of the sleeve valves communicating with said by-pass outlet and presenting passages of different area to the flow through the by-pass outlet according to the position of the rotatable sleeve; and means for resiliently holding the manually rotatable sleeve valve in each of its operating positions.

6. A pressure control valve for hydraulic change speed gears, comprising a casing having an inlet, a delivery passage to the change speed gear, and a by-pass outlet for the hydraulic medium; a ported sleeve valve in said casing controlling the by-pass outlet, said sleeve being rotatable manually to a plurality of operating positions; a fixed ported sleeve valve cooperating" with the ports of the rotatable sleeve valve; and a ported piston slidable relatively to the sleeve valves and movable by the pressure medium to connect said inlet to ports of the sleeve valves communicating with said by-pass outlet and presenting passages of different area to the flow through the by-pass outlet according to the position of the rotatable sleeve, the working positions of the rotatable sleeve valve including a stop position in which the by-pass outlet is fully open and a plurality of speed positions in which the by-pass outlet is progressively reduced in area.

"7. A pressure control valve according to claim 6, in combination with a sector having indicia corresponding to the "working positions of the rotatable sleeve valve and a member manually settable with the aid of said indicia, said member being connected to the rotatable sleeve valve.

8. A pressure control valve according to claim 6, in which the rotatable sleeve valve has a range of movements determining still further reduction oi. by-pass area beyond the highest speed position, said range of movement being subject to automatic controL' ADOLPHE KEGRESSE. 

